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Scrubber Installed
Onboard MV
Ficaria Seaways
Public Test Report
Exhaust Gas Scrubber Installed Onboard MV Ph.D. Chem. Eng. Jens Peter Hansen
Ficaria Seaways Alfa Laval Aalborg A/S
Publisher:
Miljøstyrelsen
Strandgade 29
1401 København K
www.mst.dk
2012 978-87-92903-28-0
Disclaimer:
The Danish Environmental Protection Agency will, when opportunity offers, publish reports and contributions relating to
environmental research and development projects financed via the Danish EPA. Please note that publication does not
signify that the contents of the reports necessarily reflect the views of the Danish EPA. The reports are, however,
published because the Danish EPA finds that the studies represent a valuable contribution to the debate on
environmental policy in Denmark.
May be quoted provided the source is acknowledged.
INTRODUCTION 5
SAMMENFATNING OG KONKLUSIONER 7
SUMMARY AND CONCLUSIONS 9
1 LEGISLATION AND APPROVAL 11
2 INSTALLATION 13
2.1 SEAWATER MODE (SW) 14
2.2 FRESHWATER MODE (FW) 15
2.3 ENERGY CONSUMPTION 16
2.4 DATA ACQUISITION 17
3 GAS MEASUREMENTS 18
3.1 MEASURING PRINCIPLE 18
3.2 CALCULATION OF FUEL SULPHUR EQUIVALENT 18
3.3 SO2 REMOVAL 18
3.4 PM REMOVAL 19
3.5 NOX REMOVAL 20
4 DISCHARGE WATER ANALYSIS 21
4.1 SEAWATER MODE 21
4.1.1 pH 21
4.1.2 Turbidity 21
4.1.3 Polycyclic Aromatic Hydrocarbons (PAHphe) 22
4.1.4 Suspended Solids 23
4.1.5 Oil in Water 24
4.1.6 Nitrate 24
4.1.7 Heavy metals 24
4.2 FRESH WATER MODE 25
4.2.1 pH 25
4.2.2 Turbidity 25
4.2.3 Polycyclic Aromatic Hydrocarbons (PAHphe) 26
4.2.4 Heavy metals 26
4.2.5 Nitrite and nitrate 26
5 DISCUSSION 27
6 ABBREVIATIONS 28
7 REFERENCES 30
3
4
Introduction
An exhaust gas scrubber has been installed on-board the DFDS vessel Ficaria
Seaways (Tor Ficaria until July 22, 2011) as a retrofit along with an
elongation of the ship at yard (MWB Moterenwerken Bremerhaven AG) in
July 2009. Only main items like the scrubber and water pump were installed at
yard, while all piping and electrical wiring were made subsequently with the
ship in operation. The scrubber is the largest scrubber in the world installed
on a marine vessel and the first installed after a 2-stroke main engine (21060
kW MAN B&W engine, 9L60MC-C8-TI). Exhaust gas scrubbers have also
been installed on marine vessels by Marine Exhaust Solutions, Wärtsila, Clean
Marine, and Hamworthy-Krystallon after 4-stroke engines.
The project began in 2008 with land based tests where a scrubber was
installed after a smaller 1000 kW 4-stroke MAN engine in Holeby - DK.
These tests showed SO2 removal efficiencies at >98 % and particle removal
efficiencies up to 80 % from the exhaust gas. Based on these tests and
promising results, a scrubber for Ficaria Seaways was designed early 2008 and
installed during 2009. The project is a co-operation between Alfa Laval
Aalborg (Aalborg Industries until May 13, 2011), MAN Diesel & Turbo, and
Alfa Laval and has been co-financed by the Danish Environmental Agency
under a program for testing and promoting new environmental technologies.
5
6
Sammenfatning og konklusioner
7
pH Turbiditet ift. PAHphe Nitrat
indløbsvand [% fjernelse fra
[FNU] [ppb]b udstødsgassen]
a
Havvand (SW) 3 to 6 <5 <1 0,2
Ferskvand > 6,5 < 25 <2 <1
(FW)
Max i henhold > 6,5 < 25 < 50 < 12
til
MEPC.184(57)
(kun i havn)
a) pH-værdien kan øges ved at fortynde med havvand indenfor eller udenfor skibet.
3
b) Normaliseret for et vandforbrug på 45 m per MWh motorydelse.
8
Summary and conclusions
An exhaust gas scrubber able to operate in both a seawater (SW) and a fresh
water (FW) mode has been installed after a MAN 21 MW 2-stroke engine
on-board the DFDS vessel Ficaria Seaways. The scrubber was installed in
2009/2010 and has been in operation for 5630 hours (June 2012). Scrubbers
are already in operation after smaller 4-stroke engines on other vessels but
these systems cannot switch between SW and FW mode. This scrubber was
designed as a so-called hybrid scrubber in order to get more experiences with
FW and SW and to compare advantages and disadvantages of the two modes
directly.
The main components are a gas absorption tower and a system for supply,
circulation and discharge of SW or FW. In SW mode, the water only passes
the scrubber one time and is then discharged to the sea. The main advantage
of SW operation is that no chemicals are consumed on-board the ship because
the natural content of bi-carbonate in the SW is utilized for neutralization of
the absorbed SO2. In FW mode, the same water is circulated back to scrubber
and it is necessary to continuously add sodium hydroxide (NaOH) for
neutralization of the absorbed SO2. In FW mode, the amount of discharge
water is however only 1:250 of that in SW mode whereby it is possible to
implement an effective discharge water cleaning unit.
Approximately 0.15 kg/MWh of soot particles are collected by the water in the
scrubber. This corresponds to 0.8 ‰ of the fuel consumption. In FW mode,
the soot particles will subsequently be separated out in a centrifuge and
collected as a pumpable sludge containing approximately 80-90 % water. This
relative small amount of sludge is delivered to adequate facilities in port. The
soot particles mainly consist of unburned carbon but also heavy metals –
especially vanadium and nickel as well as smaller amounts of Poly Aromatic
Hydrocarbon (PAHphe).
As seen from the table below, also the discharge water is in compliance with
IMO’s guidelines for exhaust gas scrubbers2,3. This is the case both in SW and
FW mode. These guidelines are still subject to revision by MEPC/BLG under
consideration of real measurements and experiences. In this respect, it is
9
recommended to pay attention to this report and especially to section 4.1.3
regarding continuous measurement of PAHphe.
10
1 Legislation and approval
Figure 1 below illustrates the maximum HFO sulphur contents, both globally
and in ECA-areas where the limits are significant lower according to the IMO
criteria. The global decrease from 3.50 % to 0.50% in 2020 is subject to a
2018 review where it is possible, depending on the situation, that the
enforcement of the 0.50% limit can be delayed until 2025.
As practical experience has grown, the Guidelines for Exhaust Gas Cleaning
Systems have been reviewed with a particular focus on “washwater”
emissions. This enabled an updated version to be adopted in 2008, IMO
Resolution 170(57) 2, which contained extensive revisions to improve the
structure and logic of the document and washwater emissions criteria. It was
agreed that the washwater criteria “should be revised in the future as more data
becomes available on the contents of the discharge and its effects, taking into account
any advice given by GESAMP”, The Joint Group of Experts on Scientific
Aspects of Marine Environmental Protection - an advisory body to the United
Nations. It was also agreed later in 2008 that 170(57) should remain valid
until the revised MARPOL Annex VI entered into force in July 2010. In
2009, a third iteration of the Guidelines for Exhaust Gas Cleaning Systems,
IMO Resolution 184(59) 3, was adopted and this latest version replaced
170(57) in July 2010.1
11
Exhaust Gas Scrubbers are also allowed through directive 1999/32/EC to be
used to achieve emissions that are equivalent to the sulphur-in-fuel limits
either during a trial approved by EU member states or if the equipment has
been properly approved, “taking into account guidelines to be developed by
IMO.”
The scrubber system on-board Ficaria Seaways has been approved according
to MEPC.170 (57) for an 18 month test period starting 1st March 2010 by the
Danish Environmental Protection Agency. The project has further been
discussed with Swedish and British authorities as well as Norway, EU and
IMO have been informed about the tests. During the test period, real data and
experiences have been obtained for permanent approval of the system, as well
as for revision of the wash water discharge criteria as mentioned in IMO
Resolution MEPC.170 (57). The scrubber is now also approved as a
permanent installation by Lloyds Register for Shipping and the Danish
Maritime Authorities according to MEPC.170(57).
12
2 Installation
13
2.1 Seawater mode (SW)
After passing through the scrubber, the discharge water is let straight back
into the ocean. Because of this direct discharge, this is called an ’open loop.’
Engine
exhaust gas
Demister
Jet
Absorber
sprayers
Seawater
Discharge
Figure 3: Flow sheet SW-mode.
14
2.2 Freshwater mode (FW)
The main feature of the FW mode is the ability to circulate the water for more
than 6 hours with maximum load on the engine (MCR) and without the need
of discharging any water to the sea. The limiting factor for how long the
system can operate in completely closed loop in FW mode is mainly the
volume of water in the tank, which at some point will be saturated with
sodium sulphate. Before reaching this limit, the water must be cleaned for
soot particles (but not sodium sulphate) and then discharged. FW mode is
also called a ‘closed loop’ because of the scrubber’s ability to circulate the
same water without discharge.
Engine
exhaust gas
Demister
Seawater (from
engine cooling
system)
NaOH
Cleaned
Freshwater effluent
Circulation tank
Sludge
15
requirements, a 45 % solution was chosen. This will solidify below
approximately 8°C, so a heated cabinet was build. This cabinet can store 5
IBC 1000L pallet tanks. The consumption and costs for the NaOH is shown
in Figure 5.
200
NaOH 100 % [kg/ton fuel]
NaOH 45 % [kg/ton fuel]
160 NaOH 45 % [L/ton fuel]
Cost [€/ton fuel]
120
80
40
0
0 1 2 3 4
Fuel-S [% (w/w)]
Figure 5: Consumption of sodium hydroxide (NaOH) per ton of
heavy fuel oil as a function of the fuel oil sulphur content. Blue
line is for a theoretical 100 % solution, red and green lines are
for the 45 % solution applied on the ship. Purple line is the actual
costs incl. transport and delivery of the pallet tanks on-board
the ship as well as return of empty pallet tanks (Jan 24, 2011
prices).
A 180 kW pump has been installed to supply water to the scrubber. At full
engine load, this corresponds to max 1 % of the engine power. The scrubber
is causing an additional back pressure of up to 30 mbar, which will also cause
some additional energy consumption on the main engine. MAN Diesel &
Turbo measured the performance of the engine with and without scrubber
(by opening/ closing an exhaust bypass valve before the scrubber under
constant engine load). The additional energy consumption associated with the
scrubber back pressure is within the uncertainties of the engine performance
measurements – this is difficult to measure but estimated to 0.4 % by MAN
Diesel & Turbo.
In FW mode, energy for producing NaOH must also be taken into account.
NaOH can be produced by several methods; most common is Diaphragm
Cell Electrolysis, which requires 5000 kWh/ton 5. This corresponds to a loss
on 2.1 % of the energy in the HFO a.
16
Using distillate oil (less than 0.1 % sulphur) instead of scrubbers will also cost
additional energy because of the oil refinery process in which the fuel has to
be heated, pressurized and react with hydrogen in a cracking process. An
investigation about the trade-off between air pollution, costs and refinery CO2
emission 6, states that “deep conversion of residual fuel into lighter low-
sulphur shipping fuel is associated with a fuel consumption of about 15 %,
compared to about 7 % for conventional refinery processes”. Deep conversion
of bunker fuels will therefore result in an additional and significant CO2
emission, which must also be taken into account.
Table 1: Additional energy consumption for the different options for reducing SO2
emissions from shipping.
SW scrubbing FW scrubbing Low sulphur fuel
(0.1 % sulphur)
Pumps 1.0 % 1.0 % 0
Engine back pressure 0.4 % 0.4 % 0
Energy at land 0.0 % 2.0 % 15 %
Total 1.4 % 3.4 % 15 %
All sensors, transmitters and analysers listed below are logged each 30 second
and stored in 24 hours log files:
The data are stored on the ship and on servers at land for documentation and
further data analysis.
17
3 Gas measurements
Between 72-120 L/h of sample gas is extracted from the exhaust after the
scrubber by aid of a probe. The entire system is designed according to
MARPOL ANNEX VI, NOx technical code 2008, appendix III. The sample
gas passes a 2 micron ceramic filter heated to min. 180°C and is connected
with a min. 180°C heated hose to a permeation dryer for removal of water
vapour, i.e. the gas components are measured in dry gas to avoid cross-
sensitivity with water vapour as well as damaging condensate in the analyser.
The gas analyser is a Siemens ULTRAMAT 23 NDIR analyser with ranges
as specified in Table 2.
The SO2 and CO2 cells zero-calibrate automatically each 1 hour with pure dry
air. The SO2 and CO2 span are checked regularly with a certified (class 1)
calibration gas containing 200 ppm SO2 and 8 % CO2 in dry N2.
In several of the below graphs, the SO2 and CO2 measured after the scrubber
are converted to an equivalent fuel sulphur level according to MEPC 59, app.
II, “proof of the SO2/CO2 ratio method”:
The CO2 content in the exhaust gas is almost constant (4.3 %) whereby the
fuel sulphur equivalent is almost proportional to the SO2 content. The 1.0 %
and 0.1 % S limits correspond to SO2 concentrations of approx. 1.0 × 4.3 ×
43.3 = 186 ppm and 0.1 × 4.3 × 43.3 = 19 ppm after the scrubber,
respectively.
The amount of SO2 removal and hence obtained fuel sulphur equivalent is a
non-linear function of the water flow to the scrubber, water injection pressure
at the jet sprayers, fuel sulfur level, and engine load (MCR). It also depends
on whether the scrubber is operating in FW mode or SW mode.
18
As shown in Figure 6, the sulphur equivalent is approx. 0.07 % at maximum
fuel flow and hence engine load. This is significantly below the 0.10 %
sulphur limit.
The most important knowledge gained is the data for different engine loads,
fuel sulphur content, ship movements, water temperatures, etc. Based on
these data, a design program taking into account water chemistry, engine type,
fuel data, and ambient conditions has been set-up. This program can now be
used to design future scrubbers that can safely meet the 0.10 % S equivalent
from 2015 and that – on the other hand – are not over dimensioned with
respect to size, water flow rate, and exhaust gas back pressure. The program
can also be used to evaluate whether it should be a SW, FW, or a hybrid
SW/FW scrubber depending on ship details and route.
1.00
MCR, factor
0.90 S-equivalent in SW mode [% S]
S-equivalent in FW mode [% S]
0.80 2015 limit [% S]
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
3.4 PM removal
19
according to ISO 8178 (mass based measurements). The highest PM removal
efficiency (79 %) was measured with a so-called venturi pre-unit but this was
on the cost of an addition pressure drop on 400 mmWC on the exhaust gas
(and hence higher CO2 emission) due to a contraction of the exhaust gas flow.
The lowest PM removal efficiencies (45-55 %) were measured with a simple
jet-sprayer pre-unit which is not causing any additional back pressure and
CO2 emission. The scrubber on-board Ficaria Seaways is of the jet-sprayer
type and is in principle similar to the test installation though scaled up from
1,000 to 21,060 kW.
In the MEPC guidelines (3, § 10.1.5.1) is stated that “the discharge of nitrate
should be beyond that associated with a 12 % removal of NOx from the
exhaust, or beyond 60 mg/L normalized for a washwater discharge rate of 45
tons/MWh (i.e. beyond 2700 g NO3/MWh) whichever is greater”.
20
4 Discharge water analysis
4.1.1 pH
The pH at the water inlet is measured continuously and is approximately 8.1.
At the discharge, the pH will decrease with the amount of SO2 that has been
absorbed per volume of water. This is in agreement with Figure 7, where
sulphuric acid have been added to a sample of the inlet water while measuring
the pH. The sudden decrease in pH when approximately 1.1 mmol/L of
sulphuric acid have been added defines the alkalinity of the seawater. As
sulphuric acid contains two acid ions per sulphate ion this corresponds to a
seawater alkalinity on 2.2 mmol/L as expected in the North Sea4.
pH discharge values between 3.0 and 6.0 have been measured on Ficaria
Seaways. As expected, the pH is generally low at high engine load, high
sulphur content in the fuel, and low water flow rates to the scrubber.
Even with pH 3, the discharge water is still a very weak acid. In comparison
the pH of apple juice is between 2.8 to 3.3. Further to this, the discharge
water is quickly mixed outside the ship – especially during voyage – whereby
the pH is raised again.
5
pH value
1
0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00 10.00
Concentration [mmol/l]
4.1.2 Turbidity
Turbidity is measured at the water inlet before the main pump and at the
outlet after the scrubber. The value is an indication of the waters visual
transparency and hence a measure of the amount of insoluble substances in
the water. Measurements are made continuously with an Ultraturb Basic SC
sensor (range 0-1000 FNU, precision ±0.008 FNU or ±1 % of the measured
values) as well as water samples have been taken out for turbidity
measurements by accredited laboratories.
21
20
Turbidity out
18
Turbidity in
16
14
Turbidity [FNU]
12
10
0
2-5-10 21-6-10 10-8-10 29-9-10 18-11-10 7-1-11 26-2-11 17-4-11 6-6-11
Date
Figure 8: Turbidity in the inlet and discharge water.
According to the MEPC guidelines2,3, the discharge water turbidity should not
exceed the inlet water turbidity by more than 25 FNU. As seen from Figure 8,
the discharge water turbidity is in average only 3 FNU, i.e. significantly below
the 25 FNU limit - even without subtracting any value for the inlet water
turbidity.
The unexpected high turbidity of the inlet water is believed to be due to air
bubbles in the water disturbing the measurements.
To confirm the results, samples from the inlet and discharge water have been
analysed by Eurofins DK (accredited laboratory). In average, the inlet
turbidity is 2.3 FNU and the discharge turbidity is 4.5 FNU. Other samples
were analysed by ASG analytic. These showed an inlet turbidity of 13 FNU
and an average discharge turbidity of 3.3 FNU. The higher turbidity in the
inlet water than in the discharge water as measured by ASG cannot be
explained by air bubbles and we don’t have a reasonable explanation for this
beside sampling/measurement uncertainties as the values in general are low.
However, in any case, all measurements are below the 25 FNU limit.
22
in the MEPC guidelines2,3. It seriously questions the reliability of the
continuous monitoring sensor (TRIOIL, UV fluorescent) b.
The reason for the sudden increase in PAH level in October and November
2010 is unknown so in December 2010, the PAHphe sensor was taken from the
ship and send to the supplier for maintenance and calibration. However, the
sensor was okay and was not in need of calibration according to the supplier.
The sensor was installed again in January 2011.
50.0
45.0
40.0
35.0
30.0
PAH [ug/L = ppb]
25.0
20.0
15.0
10.0
5.0
0.0
21/06/10 05/08/10 19/09/10 03/11/10 18/12/10 01/02/11 18/03/11
Date
It is believed that much of the PAHphe could be trapped within the soot
particles. In the laboratory, possible PAHphe in the soot is extracted with
hexane so it can be reliable detected by gas chromatography. Even in the
laboratory, the PAH concentrations are below or close to the detection limits.
The results show that the inlet water contains less than the detection limit,
while the discharge water contains approximately 2.75 mg/L. By multiplying
b
The flow of sample water to the PAH sensor has been checked regularly. This can
also be seen on the discharge pH sensor which is connected in serial with the PAH
sensor and which is responding as expected on process changes.
c
Mainly naphthalene, fluorene and phenanthrene.
23
these numbers with the waterflow, it is calculated that the scrubber in this case
captures 2.7 kg/h of PM corresponding to 0.15 kg/MWh.
The MEPC guidelines2,3 do not contain any limits for oil in water. However
for comparison purposes normal requirements for bilge water has a maximum
of 15 ppm. The actual limit stated by the Danish authorities in the
dispensation for the scrubber on Ficaria Seaways is 5 ppm. The above
measurements are well below this limit.
4.1.6 Nitrate
Samples of the discharge water were taken out and forwarded to Eurofins DK
for nitrate and nitrite determination. The inlet water contains 0 – 5.9 µg N/L.
Depending on the engine load and water flow through the scrubber, the
discharge water contains between 31 - 130 µg N/L. The highest concentration
of nitrate was found in a sample taken out at 95 % MCR (September 21,
2010, at 14.30). The concentration was 130 µg N/L corresponding to 0.028
g NO3/kWh or 0.021 g NO2/kWh. This is well below the MEPC limit on 60
mg/L normalized for a washwater discharge rate of 45 tons/MWh (i.e. beyond
2700 g NO3/MWh) and in good agreement with the gas phase measurements
showing no measureable NOx removal in the scrubber (see section 3.5).
Table 4: Average concentrations of heavy metals in the inlet and discharge water.
Trace SW Inlet SW discharge
Element [µg/kg] [mg/MWh] [µg/kg] [mg/MWh]
Vanadium 1.1 77 164 10302
Nickel 2.2 231 43.3 2818
Chrome 0.8 68 5.6 429
Cadmium 0.1 6 0.1 4
Mercury <0.05 0 <0.05 0
Led 13.3 904 26.4 1569
Arsen 1.2 105 1.4 88
Copper 74.4 5120 190 11776
Zinc 124 8492 324 20727
d
ppm = mg/L if assuming a water density on 1 kg/L.
24
Total 15003 47713
As seen in table 5, especially vanadium, nickel, copper and zinc are collected
in the water. The difference between total heavy metals in discharge and inlet
water is 33 g/MWh and thus comparable to the input on 44 g/MWh from the
fuel oil to the engine (Table 5). For the current engine operating maybe
70.000 MWh per year, the 33 g/MWh becomes 2310 kg/year. No corrosion is
seen on the high grade steel in the scrubber (containing nickel etc.) so the
source is the fuel oil.
In order to balance pH and thereby the uptake of SO2 from the exhaust gas,
sodium hydroxide (NaOH) is continuously added to the water. In practice, it
has been found that 1.75 mole NaOH is required per mole of sulphur in the
fuel oil.
When necessary the water in the system can be cleaned by aid of a centrifuge
from Alfa Laval and then returned back into the closed loop system or
discharged to the sea.
4.2.1 pH
In freshwater mode, the pH value is controlled by the amount of NaOH
added to the water. Normally, the discharge pH is kept above 6.5.
4.2.2 Turbidity
ASG analytic has analysed several water samples taken before and after the
Alfa Laval prototype centrifuge. The results showed an average of 315 FNU
before and 5 - 77 FNU after the centrifuge.
Subsequently the water cleaning system has been upgraded (November 2011)
to improve the cleaning efficiency and reliability and which now enables the
system to comply with the 25 FNU limit. Figure 10 shows the water cleaning
unit on-board Ficaria Seaways.
Figure 10: The centrifuge is a high speed separator. The dirty water is feed in through
the top with a turbidity of approx. 250 FNU and the clean water leaves the separator
25
below the feed pipe with a turbidity of approx. 10 FNU. The separated sludge is shot
from the separator into a collecting tank (shown at the side of the centrifuge with
the u-bended pipe piece).
26
5 Discussion
The main advantage of FW scrubbing is that only a very small water flow has
to be discharged whereby it is possible to clean this water in an efficient
manner. On Ficaria Seaways, only about 2 - 4 m3/h is discharged for the FW
mode operation while up to 1000 m3/h is discharged in SW mode. However,
the data from Ficaria Seaways has shown that the amount of soot in the SW is
so limited that the turbidity measurement and PAH content are below the
limits in the MEPC guidelines2,3.
The soot (PM) collected in FW mode (about 0.15 kg/MWh) mainly consists
of unburned hydrocarbons but it also contains heavy metals – especially
vanadium and nickel are detected. The soot is collected on-board and
pumped to reception facilities in port. The heavy metals originate from the
fuel oil and the carbon part is unburned fuel / lube oil.
27
6 Abbreviations
28
29
7 References
1
Don Gregory, Exhaust Gas Cleaning System Association (EGCSA), EGCS
Handbook, 2010
2
IMO Resolution MEPC.170(57)
3
IMO Resolution MEPC.184(59)
4
http://en.wikipedia.org/wiki/Alkalinity
5
http://www.olinchloralkali.com/Library/Literature/OverviewOfProcess.aspx (2011)
6
Hein de Wilde, Pieter Kroon, Cleaner Shipping: Trade off between air pollution,
costs and refinery CO2 emissions, Energy research Centre of the Netherlands,
7
http://www.nakim.dk/ (2011)
8
MAN Diesel, Temporary Add to IAPP Certificate, Engine type L60MC-C,
Copenhagen, June 18 2009
9
Wärtsila, Exhaust Gas Scrubber Installed On-board MT “SUULA”, Public Test
Report, June 20, 2010.
10
Wärtsilä Finland Oy, Polycyclic Aromatic Hydrocarbon (PAH) measurements from
the effluent of an Exhaust Gas Cleaning System (EGC), June 15, 2010.
30
Summary
An exhaust gas scrubber able to remove SO2 has been installed in July 2009 as a retrofit onboard the
DFDS vessel Ficaria Seaways (Tor Ficaria until July 2011) after a MAN 21 MW 2-stroke engine. The
exhaust gas scrubber is able to operate in both a seawater (SW) and a fresh water (FW) mode and it has
been tested while the ship was in normal operation. It has been in operation for 5630 hours (June 2012).
The obtained results show, that it is possible to reduce the SO2 level to under 19 ppm in the exhaust gas.
This corresponds to below 0.1 % sulfur in the fuel whereby it is possible to comply with IMO’s most strict
sulphur requirement, which will prevail from January 2015.
En scrubber til rensning af udstødningsgas for SO2 er blevet installeret i juli 2009 som retrofit efter en
MAN 21 MW 2-takts motor ombord på DFDS skibet Ficaria Seaways (Tor Ficaria indtil den 22. juli
2011). Skrubberen kan operere både med havvand (SW) og ferskvand (FW) og er blevet testet, mens
skibet var i normal drift. Den har været i drift i 5630 timer (juni 2012). De opnåede resultater viser, at
det er muligt at reducere SO2 emissionen til under 19 ppm. Dette svarer til under 0,1 % svovl i
brændstoffet, hvorfor det er muligt at overholde IMO’s strengeste svovlkrav, der vil komme til at gælde
fra 1. januar 2015.
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